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There’s something magical about seeing a city from the very top. To have a new vantage point, and look across a skyline instead of looking up at it is one of the most powerful and awe-inspiring feelings. Observation decks are not just architectural marvels, but also a sort of civic icon and sense of pride for a city. In the present day, it’s not just their height that draws people in, but the additional programming of sky-high bars, rides, and bungee jumping as well.
Almost seven kilometers from the green of Uhuru Park in central Nairobi, lies the informal settlement of Kibera. It is an area whose urban character consists of corrugated iron roofs, mud walls, and a complicated network of utility poles. Kibera, at this point in time, is a well-known place. Much has been written and researched on this “city within a city,” from its infrastructural issues to its navigation of the COVID-19 pandemic.
This article was originally published on Common Edge.
Can a piece of infrastructure literally kill a city? This is the question that writer Jim Krueger poses in his recent podcast, The Road That Killed a City. The place in question is Krueger’s current hometown—Hartford, Connecticut—which he grew up next to in the leafy suburb of West Hartford. Kruerger has lived in both towns, and that helps to balance the amazing story he uncovers about how Connecticut’s capital was impaled by a roadway (actually, two: east/west I-84 and north/south I-91 converge in Hartford in a sort of arterial highway ground zero). I spoke with Krueger about what prompted the podcast, some of what he uncovered about the history of this ill-fated urban “improvement,” and the legacy of a highway that continues to thwart Hartford’s rebirth—an inheritance shared by many cities across North America.
In New Mexico, irrigation channels that have been in continuous operation for three centuries replenish and nourish the wetlands of the American Southwest. These channels are known as Acequias – communally managed water systems built on democratic tradition. Members of the community own water rights, who then elect a three-person team to oversee the channels. In Cairo and Barcelona, Tahrir Square and Plaza de Catalunya have acted as important sites for voicing political dissatisfaction. The Tahrir Square protests of 2011, for instance, resulted in the eventual toppling of an almost 30-year-old government.
The climate crisis has accentuated changes in the amount of rainfall, causing droughts or storms with large volumes of water, which result in floods that can cause great damage to urban infrastructure. To combat this, the sponge city is a solution that has a green infrastructure to operate the infiltration, absorption, storage and even purification of these surface waters.
Over the past two decades, urban highways' social and economic ramifications have been brought into focus as a large part of this mid-century infrastructure comes to the end of its lifespan, prompting conversations over its role in contemporary urban planning. Freeway removal entails the replacement of the transport infrastructure with new urban developments, green amenities and alternative street grids to promote a healthier urban environment and smart growth. In some cases, the idea of removing highways is met with concern over the potential increase in traffic and gentrification of the areas adjacent to the road, but the pandemic has further exacerbated the need for quality public spaces and brought once again into question the hegemony of the car. The following highlights various highway removal projects, discussing how these interventions restore the urban fabric, reknit communities and recover urban spaces for city dwellers.
15-minute cities are a trending urban planning topic that has long been discussed academically and is now slowly being implemented across existing cities in Europe. But now, the first 15-minute city is being designed and built from scratch in Utah. Dubbed “The Point”, the new 600-acre city will be located just outside Salt Lake City, and will be a redeveloped former state prison site where new jobs, housing, public spaces, amenities, and transportation will serve almost 15,000 people in an attempt to explore a prototype for how innovative urban planning concepts can improve the public health and wellness.
This article was originally published on Common Edge.
Compared to that of the West and East, awareness and knowledge of the architecture of sub-Saharan Africa—Africa south of the Sahara Desert—is scant. A new book intends to mitigate this oversight, and it’s a significant accomplishment. Architectural Guide Sub-Saharan Africa (DOM publishers, 2021), edited by Philipp Meuser, Adil Dalbai, and Livingstone Mukasa, was more than six years in the making. The seven-volume guide presents architecture in the continent’s 49 sub-Saharan nation-states, includes contributions by nearly 340 authors, 5,000 photos, more than 850 buildings, and 49 articles expressly devoted to theorizing African architecture in its social, economic, historical, and cultural context. I interviewed two of the editors—Adil Dalbai, an architectural researcher and practitioner specializing in sub-Saharan Africa, and Livingstone Mukasa, a native Ugandan architect interested in the intersections of architectural history and cultural anthropology—about the challenges of creating the guide, some of its revelations about the architecture of Africa, and its potential impact.
Coastal cities have always been a point of attraction for residents, tourists, and businesses. Alongside the aesthetic features, their proximity to the sea has made these cities a focal point for maritime transportation with the construction of ports, as well as hotspots for recreational and aquacultural activities. However, the past decades saw these particular regions threatened with a shortened lifespan; rising water levels, floods, and recurring cyclones, along with other natural disasters, have endangered coastal communities, putting their population, ecosystem, and built environment at risk.
Within the Latin American and Caribbean region, it has been recorded that at least 25% of the population lives in informal settlements. Given that their expansion is one of the major problems afflicting these cities, a project is presented, supported by the IDB, which proposes how new technologies are capable of contributing to the identification and detection of these areas in order to intervene in them and help reduce urban informality.
In urban design, suburbs can be a contentious topic. That is in part because the term lends itself to nebulous and ever-changing definitions. In its simplest form, the suburbs are residential communities within commuting distance, located a fair bit away from the heart of metropolitan areas. The American context sees suburbs viewed with some hostility, with racist ‘redlining’ practices a dark legacy to particular suburbs in the country. In a more superficial sense, American suburbs have often been criticised for their uniformity in appearance – portrayed as soulless dwellings absent of a sense of community.
As is obvious to anyone with even a passing interest in demographics, cities are becoming denser—much denser. Rural life continues its steady emptying-out as urban life accelerates its explosive filling-in. The tilt has been apparent at least since the middle of the last century when the French geographer Jean Gottmann invented the word “megalopolis” to describe the continuous urbanization from Boston to Washington, D.C., then containing one-fifth of the United States’ population. But nowhere has the shift from countryside to city been more dramatic than in present-day Asia.
Following an extensive report on the impacts of climate change last year, the second installment of the Intergovernmental Panel on Climate Change (IPCC), the United Nation's body for assessing the science related to climate change, addresses the current and anticipated impacts of climate change on ecosystems, biodiversity, and human communities across the globe, along with action plans on how the natural world and human societies could adapt to these changes before reaching an "irreversible" state.
This article was originally published on Common Edge.
Recently, the Nobel laureate economist Paul Krugman wrote in the New York Times about the causes of unaffordable housing in New York City. He blamed the crisis on a few things, including a powerful financial “monoculture” in the city, NIMBYs, and the city itself blocking new construction. That last element, however—that the city blocks new construction—is an increasingly popular myth that needs examination.
In a tour of the layout of Buenos Aires, around 500 passages are distributed throughout the city. Regardless of the neighbourhood in which they are located, they represent postcards of contemporary urban architecture with a tinge of improvisation. However, they bear witness to the organisation of Buenos Aires, which aspired to a checkerboard regularity.
On many occasions, it is difficult to tell the difference between the passage, the cut-off and the dead-end street, but they are all part of the urban space, that place of exchange, of encounter, of signs, symbols and words where people live, play and learn at the same time.
This article was originally published on Common Edge.
For frequent travelers to Europe, it is frustrating to see the increasingly different urban conditions on the other side of the Atlantic. In Europe, cities are largely appreciated and embraced, and have turned into high-quality environments for inclusive and sustainable living. Copenhagen’s bike lanes—and, not too far away, Oslo’s car-free downtown—elicit admiring blog posts and articles on this side of the pond at a steady clip. Holland’s pedestrian- and bike-friendly urban designs attract their own share of starry-eyed fans. Berlin is holding a referendum to exclude cars from its inner city, an area larger than Manhattan. In Madrid, the mayor who restricted cars from accessing the city center did lose reelection, but her successor was forced to halt his efforts to rescind those policies by a groundswell of popular fury.
Rahul Mehrotra is an urbanist, educator, and founding principal of Mumbai- and Boston-based Rahul Mehrotra Architects (RMA Architects). Across India, Mehrotra has designed projects that range from master plans to weekend houses, factories, social institutes, and office buildings. Over decades, his endeavors in urban activism have culminated in the founding of the firm’s Architecture Foundation, which focuses on creating “awareness of architecture in India” through research, publication, exhibitions, and inclusive public dialogue surrounding architectural ethics and values.
Cities face much criticism with how they handle their car population, but have you ever thought about how much land use is dedicated to surface parking lots? In fact, it may be one of the most prominent features of the postwar city in the United States. Housing, community facilities, highway infrastructure, often garner much attention, but the amount of land dedicated just to park cars is astounding.
.jpg?1651830269 "Khayelitsha Township - Cape Town. Image © Olga Ernst under the Creative Commons Attribution-Share Alike 4.0 International license.")
